Platform for railway-cars.



No. 627,905. Patented lune 27, |899'.

C. W. CLLER J. S. NAERY.

PLATFORM FDR RAILWAY CARS.

(Application led June 28, 1898.) (No Model.) 4 Sheds-Sheet l.

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Patented lune4 27, |899.

(Application tiled June 28, 1898.) (No Model.) 4 Sheets-Sheet 2.

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d [i y .LN .o w 51 Nu. 527,905. Patented :une 27, |399.4 Y

c. w. coLLEn & .1.' s. NAERY.

PLATFORM FOR BILWAY CARS.

I (Applicltion led June 28, 189B.) (No Model.) 4 Sheets-Shut 3.

J3 12 26 26 zz J3 Vmwlm WHW lll .so L' 3o No. 627,905. Patented lune 27, |899.

C. W. CULLER & J. S. NAERY.

PLATFORM FOBBAILWAY CARS.

(Application med June 28`` 1898.) No Model.) 4 Sheets-Sheet 4.

A W UAW UNITED STATES PATENT OFFICE.'

CHARLES WILLIAM GOLLER AND .IOIHN S. NAERY, OF LAFAYETTE, INDIANA.

PLATFo RM FoR SPECIFICATION forming part of Letters Patent No. 627,905, dated June 27, 1899.

Application tied June 2s, 1898,

To @ZZ whom tm/ty concern.-

Be it known that we, CHARLES WILLIAM COLLER and JOHN S. NAERY, citizens of the United States, residing at Lafayette, inthe county of Tippecanoe and State of Indiana, have invented certain new and useful Improvements in Platforms for Railway-Cars, of which the following is a specification.

Our invention relates to railway-cars; and it consists of certain detailed features of construction connected with the frame and buffers and draw-bars and of parts thereof, as fully set forthhereinafter and as illustrated in the accompanying drawings, in which- Figure 1 is a longitudinal section of part of atender, illustrating ourimprovements; Fig. 2, a longitudinal section on the line 2, Fig. 3;' Fig. 3, a plan; Fig. 4, a transverse section on the line 4 4, Fig. 3; Fig. 5, a transverse'section on the line 5 5, Fig. 3. Figs. 6 and 7are longitudinal sections illustrating a modification; Fig. 8, a plan of the modified construction of Figs. 6 and 7.

The frame A may be the frame of a passenger or other car, or, as shown in Figs. 1 -to 5, the frame of a tender, provided with longitudinal sills and cross-beams of wood or metal, all suitably'arranged and connected together and mounted upon trucks', as usual.

At one end, in the case of a tender, as shown, or at both ends in other car structures, are mounted the buffer and draft mechanism, the latter provided with any suitable form of coupler-head.

The buffer face-plate B is arranged at a suitable distance from the end or buffer-beam 7 and has at or adjacent to each end ears 9, to which are pivoted bars 12 12, each of which extends into a spring-box 13, containing a spring 14, against which bears a plate 15, having its bearing upon the shoulder of the bar 12 at a point where the latter is reduced in thickness, the end of the reduced portion extending through an opening in the end of the box 13. Against the center of the buer faceplate bears the rounded end of a center bar 16, carrying a washer 17, having its bear-ing upon a spring 18, which bears against the end of a spring-box 19, formed 'in and constituting a part of a bracketO, connected with the draw-bar, as described hereinafter.

From .the inner face of the buEer face-plate Serial No. 684,647. (No model.)

`B extends a platform-plate or foot-plate 20, which slides upon a friction-plate 21, constituting the upper member of a bracketD, bolted to the face of the buffer-beam 7 ,which may be faced with a metallic plate 22. The bracket. D is cut away at the center for the passage of the bar 16 and is provided with strengthening-Webs 23, as shown.

Each spring-box 13 has an interior pocket wider than it is high to allow of a lateral play 'of the rod 12 and is provided with side lugs 24 for the passage of bolts, by which the box is bolted to the buffer-beam, and also has a vertical flange 25 at the forward end, extending downward over the face of the buerbeam and also perforated for the passage of the securing-bolts. At the inner edge of each box 13 a iiange 26 extends inward and above the foot-plate 20, serving to keep the other down upon the friction-plate 21.

While we have described the spring-boxes 13 asseparate structures, they may constitute parts of one cast-metal structure or may be formed in one piece with the bracket D. This We do not here claim, as it will form the subject of a separate application for Letters Patent.

- The draw-bar E is provided with the coupling-head F and extends centrally through or is suspended below the buffer-beam 7 and carries at the rear end a follower-plate 28,which, together with a bearing-plate 29, rests upon angle-iron guides 30, bolted to the faces of the opposite. draft-sills 8 8, as shown. Between these draft-sills is secured a b'uttingblock 31, against which the plate 29 bears,

and between the plates 28 and 29 intervenes a spring or springs 32, (two springs being shown,) the plates 28 and 29 being provided with bosses for entering the ends and centering said springs.

The bracket C, which rests upon the upper face of the draw-bar E, also straddles the latter, being provided with side plates or flan ges 33, which extend downward past the sides of the draw-bar and are slottedfor the passage of a transverse key 34., which also passes through the draw-bar, through slots in the sills 8 8, and through eyes a: in the ends of `two draft rodsl or links Gr G, arranged bctWeen the sides of the bracket C and the inner faces of the sills 8 8. The eyes at the ICO opposite ends of the draft-rods receive a similar key 34, which in the case of a freight or passenger car or platform-car is arranged as before described; but in the case of a tender (where there is no draft-bar at one end) the key 34 passes between lips 35 35 upon a follower-plate 28,which bears against the sprin g 32, confined between the follower-plate and a bearing-plate 29, the said plates resting upon guides 30 like the plates 2S and 29.

The springs 32 serve to throw outward the buifer bar or bars and as yielding bearings for resisting any inward thrust upon the said bars, and when any draft is exerted upon the buffer-bar at either end of the car the follower-plate at the opposite end will be drawn against its spring 2, so as to gradually resist the said draft. The slots x in the ends of the draft-rods are longer than the width of the keys 34 34, so that either draft-bar E may be thrust inward without any conipres- Sion or strain from the draft-rods.

When the buer face-plate B is thrust in ward on bringing opposite cars together, the springs 14 will be compressed and tend to gradually reduce the inward movement, as will also the spring 18, which resists the inward lnovement of the center bar 16, and as the spring 1S has a bearing upon the bracket C, connected with the draft-bar E, the inward movement of the buifer face-plate will tend to carry with it the draft-bar to a certain extent and compress the adjacent spring 32, so that all of the springs 14C, 18, and 32 act to resist the inward movement of the buffer face-plate. Further, when any draft is exerted upon the draw-bar E, pulling it outward, the bracket C is carried forward, compressing the spring 18 and exertinga pressure upon the center bar 16, which tends to thrust out the buffer faceplate and maintain it in contact with that of the opposing car. It will be seen that this action is specially eective in the case of vestibule-cars where the vestibule face-plates are connected with the buffer face-plate B, tending to maintain them in contact. The pivoting of the buer face-plate to the rods 12 permits the said face-plate to assume any necessary angle to the buifer-beam 7 in rounding curves, 85e., while the lateral play of the rods 12 facilitates this adjustment, as well as permits slight side movements, which are in no way interfered with by the center rods 16 inasmuch as the ends of the latter bear upon but are not connected to the faceplate, which can move laterally thereon. v

In the construction shown in Figs. G, 7, and 8 the parts are somewhat differently constructed and arranged from those above described. In these figures the center bar 16 extends through the dead-wood and front cross-beam 7 upon a plane higher than the side rods 12, which pass through spring-boxes 13, bolted to the under faces of the cross-beam and dead-wood, as shown. In this case also the bracket C is somewhat diiferently conL structed, but straddles and is connected with the draw-bar E by the cross-key 34.v and aids in supporting the latter. It will, however, be obvious that the above and other minor changes may in many instances be made in applying our invention to various styles of cars without departing from the main features of said invention.

Vithout limiting ourselves to the precise construction and arrangementof parts shown, we claim as our inventionl. The combination of a car-frame, a buer face-plate, a foot-plate extending therefrom, spring-boxes provided with flanges for overlapping the foot-plate and containing springs, and rods bearing upon said springs and connected with the face-plate, substantially as Set forth.

2. The combination of the car-frame, buffer face-plate, side and center rods, and springs bearing thereon, a bracket D recessed for the passage of the center rod and provided with a friction-plate, and a foot-plate extending from the face-plate and bearing on the friction-plate, substantially as set forth.

3. The combination of a car-frame, buffer face-plate, draw-bar, bracket iixedly connected with the draw-bar, a rod having its bearing upon the face-plate, but disconnected therefrom to permit the plate to slide thereon, a spring-box formed in said bracket `concentric with said rod, and aspring interposed between the bearing on the rod and the bracket, substantially as described.

4. The combination with a car-frame, of a face-plate, draw-bar, bracket, intermediate rod and spring, the said bracket straddling the draw-bar, anda transverse key passing through and connecting the bracket and drawbar, substantially as set forth.

5. The combination with the draw-bar, of a bracket C straddling the draw-bar secured thereto and provided with a spring pocketor box, substantially as described.

6. The combination with the draw-bar, springs 32, 32, bracket C straddling the drawbar, links G, G, and cross-keys connecting the draw-bar, bracket and links, substantially as set forth. l

7. The combination of the car-frame, buffer face-plate, draw-bar, bracket and intermediate rod and spring, keys connecting the drawbar and bracket, spring 32 having bearings at opposite ends of the car and links having elongated eyes to receive the cross-keys, substan tially as described.

'In testimony whereof we haveV signed our names to this specification in the presence of two subscribing witnesses.

CHARLES WILLIAM COLLER. JNO. S. NAERY. Witnesses:

DAVID HILT, GEO. D. PARKS.

TOO

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